Internal-combustion engine.



E. P. ROBINSON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 9, 1911 1,%@,01& Patented 0501,1912.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNBQ, 1911.

Patented Oct. 1, 1912.

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E. P. ROBINSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 9,1911.

Patentd 001.1, 1912,

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- INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 9,1911,

1,040,018. Patented 0651,1912.

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EDWARD r. nonrnson, or. MALDEN, MASSACHUSETTS, Assrenon TO aEvEnsIBLE eas- ENGINE CGMPANY, A CORPORATION OF MAINE.

INTERNAL-COMBUSTIGN ea ers.

Specification of Letters Patent.

Application filed June 9, 1911. Serial No. 632,159.

To all whom it may concern;

Be it known that I, EDWARD P. R BINsoN, a citizen of the United States, residing in Malden, in the county of Middlesex and State of Massachusetts, have invented an.

Improvement in Internal-Combustion Engines, of wlnch the following description, in connectlon with the accompanying drawings, is a specification, like letters on the drawings representing like parts. I

The present invention relates to the con-' trolling and regulating mechanism of an.

is to provide the engine with means where by it can bestarted and stopped by the operation (gta lsingl actuating device'which performs automatically 'al'lj the preliminary operations which are'necessary to place the engine in condltlon' to start andto cont nue operating. I

In order that an internal cgmbustion engine may be safely and surely started, either automatically,'by its ownignition', or by an independent starting-device mechanically or: otherwise: operated, and that'it may continue to run Without racing, it is necessary thatcertain preliminary adjustments should he ma'de,kwhereby'the timing of the ignition and the quantity oftuel admitted to the cylinders may be such as. to insure the desired result. If the engine is of there- 'ersing type, it; is also necessary that such mechanism as is employed for reversing should be operated beforethe engine starts, and if the engineis to be started on its own ignition, it is necessary to operate the igniting device after the preliminary adjustments have been made, but'before the crank shaft has begun. to turn. an auxiliary-starting device of any kind is used, it, is necessary to put such device in operation-ifthe engine has failed to start on its own ignition. f It is the purpose of the present invention to provide the engine with means for positively and accurately causing all these preliminary operations to he performed automatically, so that there Furthermore, if

is no possibility of a mistake on the part of the attendant in charge, as might easily be the case 1f the several adjustments were to be made separately, and each made by the attendant himself; and so that the time necessary, to make the adjustments, one after another, is saved.

In accordance with the invention, therefore, the engine is' provided with means for making all the preliminary adjustments which are necessary, and is further proyided with a master controller for operatmg such means, which controller is adapt- Patented one; 1,1912.

ed to be used only during the starting' and stopping of the engine, and which s arranged so that it does not enter atall 1nto the regulation, 'as to speed and power, of; the engine While running. The said master controller, which consists of a lever,

handle, or other suitableactuating device, is movable between diiierently located stand- ,ing positions which may be referred to, respectively, as the runnmg poslt-ion and the stopped position, and is prov ded with connecting mechanism whereby it cooperates wlt'h those parts whlch must be moved or ad usted in starting, so that the said parts are automatically operated by the master '.controller in the movement thereof between its-standing position. The arrangement is such, furthermore, thatthpse of the ad just-mg or regulating devlces which are used in regulating the speed and pow-cunt the enginewhile running are solely operated by 'the'master controller; when. it is between running and stopped positions, and

are wholly disconnected from said g'coii' troller forindependen-tl regulation when the contr'ollerfis' 1n running posit on and the engine 'is operating; While those of the adjusting devices which are used only to place the,

engine-in running condition are solely operated by the controller at all tnnes.

In the engine which has been chosen to illustrate the invention there is a reversing mechanism which is adapted to change the timing of mechanically operated valves, a throttle or equ valent devlce for regulating the supply of fuel to the engine, igniting mechanism provided with means for timing the ignition, the said igniting mechanism be.-

ing also arranged so that it can be operated while the engine is not running, and an aux iliary starting device to he used it the engine fails'to start upon its own ignition. In this engine, the several functions of the master controller are as follows, it being understood that all these functions are performed during the movement of the controller between its standing positions :-First, to operate the reversing mechanism, whereby the engine is placed in a condition to run in either direction; second, to operate the fuelregulating device so that in starting the engine the desired quantity of fuel will be admitted, while in stopping the engine the quantity of fuel admitted after ignition has ceased will be such as to leave the engine in favorable condition to start on its own ignition; third, to regulate the ignition timing mechanism; fourth, to cause, during the movement of the controller from stopped to running position, the operation of the ignition mechanism, in order to start the engine,'if possible, on ignition; fifth, to prevent the ignition mechanism from being operated accidentally, or otherwise, while the controller is in stopped position; sixth, to operate an auxiliary starting device, if such is employed; and, if the engine is reversible. to reverse the auxiliary startingdevice prior to the operation thereof.

In the engine shown, in which reversing mechanism is employed as well as an auxiliary starting device, the master controller is shown as having four standing positions, that is, two stopped positions and two running positions, and, in the movement of the controller between the stopped positions, the reversing mechanism is wholly operated, and then left in its proper running position. The preliminary adjustments are then made by the movement of the controller from the stopped position to the corresponding running position, and if the engine starts on its awn ignition it will begin to run as soon as she controller reaches the said running poanion. In this case, no further movement of the controller is necessary. The engine shown, however, is provided with an auxiliary starting device, and if the engine fails to -.\fl;ll when the controller is in its running i on, a further movement thereof in the same direction will operate the auxiliary =1 art-ing device; after which the lever should he returned to its running position. The arrangement is such, however, that this return movement is not essential, since the auxiliary starting device will be automatically put out of operation as soon as the en gine begins to run on its own ignition; but as it is desirable that the lever should not be left in the auxiliary starting position, the regulating devices are so arranged to be in terlocked with the lever while it is in the said position, so that the engine cannot be regulated as to speed and power until the lever has been moved to its regular running position.

The engine chosen to illustrate the in vention, which will be specifically described in connection with the drawings, shows, no radical departure, so far relates to the reversing mechanism, and the regulating devices, from the engines of this type now commonly employed, and it is to be understood that such specilic construction and arrangement of these parts as is shown not essential to the main features of the invention, and that any practicable form of revering mechanism and fuel controlling or ignition timing devices may be employed, while other modifications may be made without departing from the invention.

Figure 1 is an end elevation, partly in sec tion, of a portion of a six cylinder fourcycle internal combustion engine provided with the controlling and regulating mechanism embodying the invention; F 2 is a plan view of the same; Fig. 3 is a side elevation; Figs. 4, 5, 6 and 7 are detail views showing the several cams which are mounted on a shaft capable of being oscillated by the master controller, the several parts shown in said figures being in the mid-gear position; Figs. 8, 9, 10 and 11 are similar views showing the parts in the position assumed when the engine is going' ahead; and Figs. 12, 13, 14 and are similar views, the parts being shown in the position assumed when the 'engine is going in the. reverse direction.

In accordance with the invention. all the devices which must be operated or adjusted prior to the starting of the engine are connected or interlocked with a master controller; and, if desired. said controller may be located at a point remote from the engine. such, for example, as the deck, bridge or pilot-house of a boat, and in Figs. 1 and 3 the master controller 1 is indicated as 'located at a'distance from the engine, being mounted on the shaft 2 having a sprocket wheel 3, through which the movement. of the shaft 2 is transmitted by a chain 4, to a sprocket wheel 5 on the shaft 9 which carries the cams for automatically operating the throttle lever, the ignition lever. and the supplemental throttle lever, if supplemental throttles are used. In the construction shownfthere are two sets of levers, one set being located at the engine and pir-"otally supported on the shaft 9, and the other set being remote therefrom, so that the engine can be controlled by the man in the engine room, or by the man at the remote station, the master controller, however. being shown solely under the control of the man the remote station. The controller may obviously be'duplicated at the engine by cc 1- necting a handle directly or throng with the cam shaft 9. In the cor shown in..Fig. 1, the spar-la and i levers at the remote station are shown as ies bearing on the shaft 2, and connected with the corresponding levers at the engine by sprocket wheels and chains.

The cam 6 mounted on and rotatable with gthe' cam shaft 9 is provided with a cam such relation'as to make nearlyacompleterevolution, as thevc-ontroller 1 is moved over the segment which is provided with thenotches indicated, in Fig 1 as running ahead, running rever d-f t p d and auxiliary. This construction is not essential, but the cams can beconstructed to better advantage if provision is made, for nearly a'fullr'otation of;the shaft .while it is desirable to reduce the extent of move:

ment of the controller-,Jneces'sary-for per:

forming its various functions. v'

' The segment isprovid ed with'two notches marked stopped, and 'in'the travel of the controller 1, from one of these notches -to the 0ther,al l the necessary reversing mechanism is operated, and during this move-' mentthespark lever is locked, so that it is impossible tostartthe engine during this movei'nent. If the. engine, when going in either direction, is to bestopped, the controller l is moved to the nearer stopped position, and the reversing gear is not operated, since the controller does not act on the reversing gear, during the movement; but operates on the reversing gear onlyduri'ng the movement of ,the lever from one stopped position toithe other. In either stopped position, however,- and in all positions between them, the' ignition mechanism is locked and is in a neutral position, so that it'is impossible to cause ignition, even if the crank shaft is mechanically. turned-- The spark lever itself, under these conditions, is locked, so'that it cannot be movedwithout a previous operatic-n of-the .controller..

The cam shaft 9, operated as above de-i scribed, also has keyed, pinned, or otherwise fastened thereon, cams 1Q, 12 and 13-, which are adapted to operate respectively on the throttle lever 14, the spark-lever 15 and the supplemental throttle lever'l6, which levers,

- although they may be for convenience mounted on the shaft, are movable incle- 'pendently thereof. These cams which ro-' tate with the shaft. are 50 arranged as to operate the respective leversduring the rotation of the cam shaft 9 in either direction to startthe "engine and to leave, the parts free to be operated for regulating the engine when running. The function of these cams and run the engine, prior to thc' actual first, to provide for the automatic setting of every part in a. favorable position to start I In the construction shown, -theca-mshaft 9 is geared to the actuating shaft 2 in starting thereof, so that the operator is not obliged to adjust the several regulating devices one at a time prior to starting, or to rely on his own judgment in making the adjustments; and, second; to control and prope'rly set the parts when the'engine is being stopped. The cam 10, which controls the throttle actuator 14, is so arranged as to act upon the throttle during the movement 'which'results-in stopping the engine, in such ajvay as to open the throttle before ignition ceases, so that the cylinders will receive full.

charges of fuel. This leaves the cylinders in' the best starting condition; and it also tends to cause the pistons to stop in them'ast favorable starting position, since the compression ishigh and has the maximum' I effeetiln overcoming friction, inequality in balance, etc. NVhen the engine stops, there: fore, it is usually in. condition to start readily on its own ignition. This ,featureis especially important in an engine having no balance wheel, because such an engine stops very soon after thepower has been cut off. In conj'unctionwith this automatic control of the' throttle, the spark lever is also automatically-controlled, and if it has been set in an abnormally late position prior to stopping the engine, it is automatically advanced to a favorable position with relation to the condition of the charge controllcdby the opening of the throttle, thus insuring [at least one effectual impulse hefore igni- The said cam also operates tion ceases. when 1t is being moved in the opposite direction, in responseto' the starting move ment=of the controller 1., in such a manner as tovset the throttle in the position which has been found best to keep the engine run ning after itis started, without immediate adjustment of the fuel controlling device and the-ignition timing device's.

The cam-l2, which controls the spark l- 'ver 15, is adapted, when the controller is. ''moved from the stopped to running position,

to operate said spark lever in such a way u as to, cause ignition to take place in the cylinder; which is ready to be tired; and the spark lever inturn' controls the ignition mechanism in such a Way that the ignition can take place only on a firing stroke. The cam 12 also operates a mechanical switch or shifting device-which is adaptedto reverse the direction of movement of the spark lever, so that the same movement of the spark lever is employed-in controlling the running of the engine, whetherthe engine is running ahead or is reversed- The cam 13, which is also keyed ton, and operated by, the shaft 9, operates on a supplemental throttle-lever which is arranged to operate separately in connect-ion with individual throttles applied to some of the .c'ylinders, as will be described hereinafter, the function of the cam 13 being to open the BBS-r AVAILABLE CODY engine 'or adjustment of its regulating or starting devices until the reversing operation has been completed. The operation of reversing the engine mechanism prior to starting, so that the operative parts thereof will be in condition to follow out the sequence of operations necessary for travel in the desired direction, is performed by the movement of the controller 1 from one to the other of the positions marked stopped, in Fig. 1. In Fig. 4, the cam wheel 6 is shown in mid-gear, that is, in the position in which it stands when the controller is half way between the two stopped positions. Referring to Fig. 4, it will be seen that a pin or projection 18'is in engagement with a portion 17 of the cam groove 7 which portion is inclined from a part of the cam groove of larger diameter toward a part of the cam groove of smaller diameter, indicated by the reference numeral 8. The pin 18 is connected with a link 19 which, in turn, is'connected with an arm 20 fastened to a rock-shaft 21,-the said shaft having another arm 22 engaging the valve cam shaft 2 It .is obvious, therefore, that a movement ofthe cam 6 sufiicient to cover the distance be tween the part of the cam groove of larger diameter and that of smaller diameter will produce a longitudinal movement of the valve cam shaft, such movement being sulli-.

cient to shift the valve cams from the ahead to the reverse position. It is unnecessary to describe the valve cams 2e and 25, which are of the'u'sual reversing type, each cam hub havingtwo cams inclined reversely and set at such an angle that one cam on each hub will control the valve for the normal operation, while the other cam on the same hub will control the valve for the reverse operation, when the valve cam shaft is rotating in the opposite, direction. The inclined portion 17 of the cam groove 7 is so related to the controller 1 that the said portion will travel its entire length over the pin 18, while the controller is being moved from one stopped posit-ion to the other. If, as ,is herein shown, an auxiliary starting device is employed, it is also necessary to reverse the functions thereof, and such reversal is also directly performed through the agency of the controller 1 during the move ment above described, as follows: The englue is herein shown as provided with a dis tributing air valve 26, Figs 1, 2 and 3, the construction and operation of which is not herein shown, since it forms no-part of the present invention, the valve chosen for illustration, however, beingsubstantially ,the same as that set forth and described in a joint application, Ser al No. 450,687, filed August 28, 1908, t lVilliam B. Smith WVhaley and Edward P. Robinson. It is to be understood, however, that any suitable and practical reversible starting device might be used and operated for reversing and'starting by the controller, without de; parting from the invention. In the valve chosen to illustrate this invention, the functions are reversed by shifting a movable port member, or its equivalent, and the member is shifted through theagency of a lever 27 which is herein shown as connected by means of a link 28 and an arm 29, with the rock shaft 21, connected, as before described, through the link 19 and arm 20, with the sliding head which carries the pin 18. The valve is also provided with a distributing member to connect the source of pressure to the cylinders successively and in the proper sequence, and the said distributing member may be driven directly from the valve cam shaft through bevel gears, aslbest shown in Fig. l.

It will be seen from the foregoing description, that the movement of the controller which has been described, operates on all the parts which need a preliminary operation or adjustment in rder to place the engine in condition for running in whichever direction is desired, such movement, however, performing no actual functions other than those recited. During the reversing movement, however, it isdesiralrle to prevent absolutely the possibility of causing ignition, accidentally or otherwise, and to this end the parts are so arranged that the ignition mechanism is locked against independent operation during the reversing movement, and also when the controller is in either stopped position.

The ignition mechanism, together with the means for timing the ignition, are herein shown as having for the main operating" member a rotatable shaft 30, shown as driven by a gear 31 through a bevel gearon a. shaft 32 which, in turn, is geared to the crank shaft tl'irough a gear the re- (lIlC-(lfill being such-tl1at the timer shaft travels half time with relation to the crank shaft, as is usual in four-cycle engines. The timer shaft 30 capable of longitudinal movement with relation to its drivinggear 31, and is so arranged that such longitudinal movement will also produce a rotary movement which is imparted to the ignition cam members 34, which are mounted on the timer shaft and shown as adapted to operate lifters 35 which act through lev rs 36 on oscillating magnet-0s 3. which may be of any suitable or usual construction. It is obvious that any-other type of ignitipn may be used, the cams being capable of operating make-aml-breal: ighiters, any form of electrical contacts, or the equivalent thereof; but it is practicable, with the arrangement shown, to produce an initial spark. to start the engine from a standstill by the use of ama-gneto, or a malie-a'nd-break ignit'er in a battery circuit, since a manipulation of the tin er'shatt 30, while the engine is standing, causes a mechanical operation independent of that caused by the rotation of the engine shaft when theengine is running.

For reversr purposes, each cam member 3a is provided with'two cams 38 and 39,- oppositely disposed, the neversirig of the .ig'

nition mechanism bringing one cam or the other into the path of the litter 35 according to the direction in which the engine is to travel. During the operation of the controller which reverses the operating mechanism of the engine, however, the timer shaft 30 is held in mid-position with neither cam in the path of thelifter, which, at that time, stands mid-way betweenthem', as best "shown in Fig. 6. I

The cam 12, which cooperates with the.

controller in preventing ignition during the main reversing process, is provided with a cam groove 40 which cooperates with ,a projection 41 on an arm 42 which is connected, by a link'43 with the ignition controller 15, the construction and operation of which will be more fully. described hereinafter. The cam groove i0 has a portion 44 curved on the are of a circle, and of sufficient length to engage the projection 41 during that partof the movement which corresponds to the reversing movement of the controller, this partbeing so shaped as to hold the projection 41 in the position shown in Fig. 6,

in which position the lever 15 is locked, and, through the lever,. positively connected therewith, the ignition shaft mid-position shown.

\Vhilo it is not essential to the invention,

the engineis herein shown as equipped with an auxiliary throttle controlling device which consists of supplemental throttles 45, 46 and 47, located in the i-ntake's from the manifold which lead, respectively, to three" of the cvlindersot the series, and which are capable oi bcmg successively closed," or nearly closed, in thecontmuous movement of the so-called supplemental throttle lever 16. This lever 16 is shown as connected by a link 8 with an elbow lever -19, having a projection 50 whichentersthe cam groove 51 in the cam wheel 13 and is connected with a rack which ope 30 held in'the rates a pinion 53" on the shaft 54-, in the construction shown,

the throttles 45, at and 47 are operated by so-called Geneva gears which are illustrated in Fig. 3, and are thought to require no further description. It may be noted, however, that the several gears which are set for successive operations on the throttles are driven through bevel gears on the shaft 5-1. In case any of the supplemental throttles should have been closed while the engine .vided with enlarged portions 56 to allow the lever 16 to be free for manipulation when the engine is in either running position, there being, however, a supplemental p0r tion 57 corresponding to the main part of the cam groove whichcomesinto operation during the movement oi the'controller 1 from the running position which operates the auxiliary starting de vice;,, ivhich part of the operation will be more fully described in connection wit-h theaction of the ignition andtlirottle devices .under the same conditions.

Start2'ng and sopggm'g.1n starting the engine bythe rnovement ogt' the controller 1, as above ,described,,.i t;is desirable that the main throttle should be moved to aiavo-rable starting position prior to ignition, and that the ignition mechanism should notonly be moved to its position for operation in either direction, but should also be operated .to produce a spark during such movement. It is also negessa-ry that at the end of this .movement, the throttle and spark levers 14L and 15 and theauxiliary throttle lever 16, should be leftfree for manipulation to control the speed and power of the engine while it is running. As shown in Fig. 1 the configuration of the cam groove 7 is such th'at the movement of the controller 1 from stopped to running position, in either di- ;,rection, will produce no further correspondingTmove'ment of the parts depended upon tor rever,sing the engine, these parts, on the other hand, being locked bythe cam in the proper posit on for running. The throttle lever 14, which is loosely mounted on the shaft. 9,,is, however, under the influence of the cam-wheel 10, the said lever beingshown as connected through a link 58 with an a m "59 which has a projection (30 lying in a cam recess 61 in the cam wheellO. p Since it is immaterial whether the throttle belnanipulatedx rnotduring the reversing; V Q n'iovement, the cam space (31", asshownin Loa ers Fig. 5, is left wide in that part where the projection 60 lies during the reversing movement. In moving the controller 1, however, from the stopped to the running position in either direction, the cam-wheel 10 is turned with relation to the pin 60, and in so turning causes one of the cam surfaces (32 to engage the pin 60 and move the arm 59 to such a position as to open the throttle a predetermined extent; that is, to the position which has been found best for keeping the engine running after starting, without further regulation. The throttle lever is shown in this position in Figs. 9 and 13. This occurs just prior to the operation of the ignition device, and the completed movement to running position brings a second enlarged portion 63 of the cam groove into the proper position with relation to the projection 60 to admit of the free movement of the lever 14, as shown in Figs. 9 and 13 (ahead and reverse running posit-ions). Thus the throttle is automatically placed in proper position for starting and left free for manipulation while the engine is run-- ning. It is obvious that any automatic con trol of the throttle which may be found necessary or desirable can be provided for by shaping the cam to produce the proper movements; and that, if desirable, the control of the throttle in starting the engine reversed can be made to difier from the control of the throttle in starting the engine ahead. Furthermore, the throttle adjusting cam can be arranged so that when'the engine is running and the throttle lever is under the control of the operator, the cam will prevent the throttle from being fully closed. In the construction shown, the arm 59 constitutes part of an elbow lever connected by a link 64 with an arm 65 on the stem of a butterfly valve 66 located in the manifold intake passage 67 after the usual construction.

For the purpose of operating the throttle, as previously described, while the controller 1 is being moved from running to stopped position, the inner wall of thef enlarged cam space 63 is inclined outward toward the periphery of the cam wheel, so that in the movementof the cam wheel, said inner wall engages the pin 60 and moves the throttle lever to the position shown in Fig. 5. In this operation, thepin 60 rides over the cam surface 62, the cam groove at the end of the enlarged space 63 being upwardly inclined as indicated by the shading. In the reverse movement, 11. e., from stopped to running, the pin is engaged by thecam surface 62, andris thereby moved to the position shown in Fig. 9. The cam surface 62 terminates in a groove or channel having an upwardly inclined surface,

as shown, whereby the pin is lifted over the *"inner wall of the space 63. This channel in the lever 59, being pressed toward the surfaces of the cam-wheel by a spring 600, so that it yields as it rides over the inclined surfaces, and then snaps back to be acted upon when the cam wheel is turned. the

other way.

In orderto start the engine on its own ignition, as is usually possible, the controller 1 is arranged to operate positively upon the igniting device, during the movement from stopped to running position, the construction and'operation of said-igniting device having been previously described. For this purpose, the cam groove 40 is so shaped, as shown in Fig. 6, as to produce a'movement of the spark-lever 15 and a consequent longitudinal movement of the shaft 30 as the said cam groove travels through the influence of the controller 1 in being thrown to the'running position. As shown in 6, the cam groove 40 is inclined materially at each end of the part 44 so as to produce a considerable longitudinal movement of the shaft 30, during the relatively small movement of; the controller from stopped to running position.

This causes a suificient longitudinal-move; ment of the shaft 30 in one direction'or the other to bring one or the other of the igniter cams, 38 or 39, under the lifter 35, at the same time turning the shaft 30 so as to bring the cam into such relative position to the lifter as to cause ignition, and also to carry the cams to the position in which ignition will be'retarded in the firing of the successivecylinders when the engine starts, so as to obviate any chance of pre ignition.

In the construction shown, the lifter cams 38 and 39 are made relatively narrow, and in order to insure ignition, the said cams are shown as provided with one or more elongated projections, two being shown, which, during the longitudinal movement of the shaft 30 will operate the lifters, the purpose 1 of having two or more of these supplemental cam surfaces being to provide for a plurality of sparks during the longitudinal starting movement of the shaft, in order to insure ignition, if possible. It has been found, in practice, that several successive sparks will sometimes cause ignition, when a single spark fails, (especially if the compression is light, or the mixture not perfect) The actual movement of the shaft 30, which produces the initial spark, as described, is accomplished through the direct agency of the member which is rovided with the spark-lever 15, this member being moved, as above described, throu h the cam 12 in starting the engine, butbeing free to 70' pin 60 is shown as longitudinally movable move independently after the engine has been started. The cam 12 is then in such a position that one or the other of the enlarged spaces 68jof-the cam groove 40 re-.

lap, so that it is impossible to move the ignition cam-shaft from stopped to run-I ning position without operating the lifter for the cylinder which is ready tofire, no

matter where the crank-shaft may have stopped. v 1

The timing of the ignition after the engine 7 has been started is accomplished. by t e longitudinal movement of theshaft -0 through the agency of-thelever 15, the said longitudinal movement causing the shaft to rotate in one direction or thelother, through the'agency of a spline or feather 69 connecting the driving gear31- with the shaft 30, the spline groove-70 in the' shaft 30 being spirally formed, so that whilethe shaft isconneeted to be rotatedby the gear, it'is' also capable of being turned with relation thereto in response to a longitudinal movement. The ignition earns 38 and 39 are of; SlllfiClBIltlength to remain under the igniter liftersthroughout such longitudinal movement of the shaft .30,'as is required for timing, the rotation of the shaft relatively to its driving gear obviously causing the said cams to reach the lifters early or late with relation to the revolution of the crank shaft, since the relation of the driving gear to the crank-shaft is unchangeable. This, so far as relates to the operation of he lifters, is the same operation as, that already described in connection with starting the engine but after the engine is running, the spark lever is manipulated instead of the controller.

In order to avoid confusion or possibility of error on the part of the operator when the ignition timer is under manual control, it is desirable that the spark-lever 15 should always be moved in the same direction to advance the spark, regardless of the direction of movement of the engine, such a movement, of. course, being always characteristic of the throttle lever. To this'end,

' the shaft 30 is operated in its longitudinal movement through the agency of inclined cam surfaces or channels 71 and 72 winch are carried by the lever 15, the said channels eing oppositely curved or inclined-with relation to the axis on which said handle turns. 11 is obvious that the channels need not be symmetrical with each other, but may be shaped to afford any control of the ignition which may be desired. In marine engines, 'it'may, for example, be of advantage to have a difi'erent control oft'he ignition when the engine is reversed, from that employed when the engine is running ahead. These channels cooperate with a pin 73011 a longitudinally movable actuating member 74. which is shown as having a forked projection 75 which, in conjunction with the cam shaft 9, constitutes a guide, the saidmember 74 being connected through an elbow lever 76 with the shaft 30.

, Referring to' Fig. 6, it'will be seen that if I the lever 15 is moved toward the left, the member 74;, through the pin 73, will be moved upward if the pin -'is in j the cam groove 71, as shown in Fig. 14,01 downward if it is in the cam groove 72, as shown in Fig. fl0,.-so that the direction of movement im-' parted to the ,s'ha'ft' 3O depends on which. cam

groovethe-pin 73 is in. Since the shaft 30 should move in one direction to advance the.

spark when the engine is'going ahead, and

in the opposite direction to advance the spark when the engine is reversed, the device is provided with means operated by the controller 1 for switching the projection 78 into one or the other of the cam grooves 71 and ment of the said controller.

In the construction shown, a mechanical 72 in accordance with the direction of move switch or guide-7 7 is located at the junction ofthe two cam grooves 71 and 72, the said switch consisting of a pointed finger oonstituting one arm of an elbow lever, so that when the said lever is rocked'oir its pivot, the point of the switch will move across the junction of the channels, thereby closing mi" and opening the other. The opposite end of the elbow lever is-provided with a projection 78 which enters a cam groove79 carried by the cam wheel 12, this groove being so shaped that it will throw the switch 7 7 from one side to the other when the cam'wheel is turned .by the movement of the main controller 1 from one of the stopped positions to the other. j

In an engine designed'for marine work where the load or resistance varies mainly with the rate of speed, it'is desirable that there should be a certain 'cotiperation between the spark and throttle levers, so that if the ignition is quickly advanced .to increase the speed, the throttle will be correspondingly opened, and, conversely, if the throttle is closed, the spark will be correspondingly retarded. For this purpose, the engine is provided. with means whereby the spark and throttle levers will engage under such conditions, the spail :vr 15 being shown a'slprovided .with a projection S-l, Fig.

1, which extends across into the path of the throttle lever 14, so that if the throttle lever is moved in the direction to close the throt tle, it will produce a movement of the spark lever in the direction to retard the spark,

and if the spark lever is moved in the direction to advance the spark, the throttle lever will be engaged thereby and the throttle correspondingly opened. This prevents the possibility of pre ignit-ion. and consequent stopping of the engine which might take place if the operator suddenly advanced the spark with the throttle nearly closed and the engine running at low speed, or if the throttle were quicklyclosed so' as to slow down the engine with the ignition advanced to such an extent that the charge might be fired before the, end of the compression stroke. 4

Auxiliary starting device-If the engine fails to start by the ignition of acharge pros duced by the above-described operation of" the igniting device in the movement of the,

in Fig. 1. This movement carries the finger 80 (Figs. 1 and 2) into engagement with a valve stem 81, or its equivalent, which controls a passage leading from any suitable source of fluid pressure, opening communication between said passage and the dis tributing valve 26. Since, as previously described, the main and auxiliary throttles, and the ignition actuating devices are all free to be independently regulated when the engine is in running position, it is possible that they might be moved accidentally or intentionally, if the controller were left in its running position after the engine had failed to start on ignition. To obviate the possibility in such a case of these parts remaining in the wrong position should the controller be subsequently moved to the auxiliary starting position to start the engine, the regulating devices in question are again interlocked with the master controller during the movement thereof from the running to t e auxiliary starting position. For this purpose, the cam 10 is shown as provided with a cam groove 82 located between the enlarged spaces 63 which admit of the free movement of the throttle handle 14, when the engine is in either running position, this cam channel 82 reaching the gaging pin 60 when the controller 1 is moved from either rumiing position to either auxiliary starting position. This sets the throttle in the most favorable positiori to take the required charge, the throttlebeing locked until the controller 1 has been fmoved back to its regular running position. This general arrangement of the mechanism is of great importance, since it positively insures the starting of the engine in either-direction, in case of an emergency,

by one rapid and continuous movement of the'controller. It is immaterial whether the engine starts on its own ignition or not, and in case the engine must be quickly and surely started, or, when running, must be suddenly reversed, it is only necessary for the operator to push the controller the whole distance in the desireddirection. The auxiliary starting device will then cause the engine to run, and the fuel and ignition are then governed automatically, so as'to cause the engine to continue running at a uniform speed, even if the controlleris not returned to the regular running position. To vary the speed, after the engine is running, it is necessary to return the controller to the desired, and theengine will usually start on ignition; but if it fails, he will push the'controller over to bring in the auxiliary, and

I return-it as soon as the engine starts. The

engine will run, however, and deliver the necessary power, with the controller in either position, and when quick action is re quired, the controller is moved at once to the limit in either direction.

The cam wheel 12 is provided with a cam portion 83 on the cam groove 40 located between the two enlarged spaces 68, this portion being arranged to cooperate with the lever 15 and set the ignition timing device in the necessary retarded position. The cam 13 is provided with the cam space 57 between the enlarged portions 56, so as to carry the handle 16 to the position in which all the auxiliary throttles are wide open.

In the foregoing description, a thoroughly practicable embodiment of the invention has been specifically referred to throughout, in order that the invention may be clearly understood, but his obvious that the construction actually shown and described may be modified without departing from the invention, which, in'its broaderfeatures, is not directed toor limited by any specific details of construction and arrangement.

What I claim is:

1. In an internal combustion engine, the combinationwith regulating devices to control the quantity of fuel, the time of ignition, and the reversing mechanism, of means for making preliminaryadjustments of the saidregulating devices prior to starting the engine; a master controller having stopped and running positions; and connecting mechanism whereby said means for making preliminary adjustments are operated solely by said master controller during the move-- ment of the controller from one of its positions to the other.

2. In an internal combustion engine, the combination with regulating devices to control the ciuantity of fuel, .the time'of igni-' .tion, and the reversing mechanism; of means i the other; and means whereby said regulat-- ing devices are disconnected from said master controller for independent operation.-

- when said controller is in its .runnj'hg 'posi-;

tion.

3. In an internal combustion engine, the. combination with regulating devices to control the elements which vary the power andspeed of the engine while running; of a controller to be manipulated only in starting and. stopping the engine; connecting mechanism whereby said regulating devices are operated solely by said controller in the movement thereof; and separate means for operating saidregulating devices while the engine is running.

4. In an internal combustion engine, the. combination with a fuel regulating device provided with a manually operated actuator; of a master cont-roller adapted to operate said fuel regulating device only while the engine is being started or stopped; and means operated by said master controller forpreventmg said fuel regulating device from being moved by its actuator to a position to cut off wholly the supply of fuel while the engine is running.

5. In an internal combustion engine, the combination with ignition mechanism; of means cooperating with said ignition mechanism for timing the ignition; a master con troller having stopped and runnin positions, and adapted to be operated o y during the starting and stopping of the engine;

and means for connecting the ignition timing means with said controller, whereby the ignition is timed solelyby the operation of said controller except when said controller is in running position. I

6. In an internal combustion engine, the combination with ignition devices; of a master controller having stopped and running positions, said ignition devicesbeing timed and'operated by said controller in the movement of the controller from stop d to running position; and means for re easing said i 'ition devices from the controller when t e controller is in running position.

7. In an internal combustion engine, the combination with a valve cam-shaft having two sets of camsfor reversing purposes; of an ignition camshaft having two sets of cams; igniting devices operated by the cams on said ignition cam shaft; means for moving said shaft independently of its normal rotation to vary the timingof the ignition; a lever for actuating said means; and a master controller cooperating with the valve cam-shaft and with said lever, to place the engine in condition for starting and running in either direction.

3 8. A controlling mechanism for internal combustion-engines, consisting of a master controller to be manipulated in startmgand stopping the engine; said master controller having stopped and running positions; regulating devices to vary the speed and power of the engine while running; connecting mechanism between said cont-roller and said regulating devices whereby the said regulating devices are operated'solely by said controller during the movements thereof between stopped and running positions; an auxiliary starting device; and means for operating said auxiliary starting device by a continued movement of the controller beyond its running position.

9. A controlling mechanism for internal combustion engines, consisting of mechanism for starting and stopping the engine; a controller-constituting the sole means for operating the said mechanism; regulating devices which control the elements which vary the speed and power of the engine while riuining; connecting mechanism between said controller and said regulatingdevices whereby the said regulating devices are operated solely. by said controller during the movements thereof between stopped and running positions; an auxiliary starting device; means for operating said auxiliary starting device by a further movement of the controller in the same direction; and means whereby the regulating devices are connected with and operated by the controller during the movement thereof from the running position to the auxiliarystarting position.

10. The combination with mechanism for starting and stopping an engine; of a controller constituting the sole means for operating said mechanism; regulating devices for controlling the elements which vary the speed and power of the engine while runnmg independently of the operation of said controller; and cams operated by the.controller and cooperating with the regulating devicesto move said regulating devices to certain predetermined positions during the movement of the controller which operates the starting and stopping mechanism.

11. The combination with mechanism for starting and stopping an engine; of a throttling device for regulating the engine while running; a' controlleradapted to operate the mechanism for starting and1stopping the engine; a cam member operated by said controller; and a cam carried by said -me 1nber and cooperating w1th .said throt tlm'g device, said cam producing movements .of said throttling device in different paths "during the movements of the cam in opposite directions. n

12.- In an internal combustion engineprovided with starting, stopping'and reversing mechanism; of a controller constituting the sole means for opearting the said mecha-' nism; said control 1' having two running positions and being movable from one running position to the other in stopping, reversing and starting the engine; a. throttle regulator; a cam member adapted'to bemoved by said cont-roller during theentire movement of said controller from one runningposition to the other; cams of different configuration at opposite sides of the midposition of said cam member; and means for ning position.

operatively connecting said cams with said throttle regulator.

13. In a reversible internal combustion engine,.-t'he combination with the reversing mechanism; of a master controller having two stop ed pos1t1ons and two running positions,i tie reversing mechanism being op-' erated by the said. controller during ts movement from one stopped position to the other; regulating devices independent of said controller; said regulating devices belng adapted to control the elements which varythe power and speed of the engine; and conmeeting mechanism whereby said regulating devices are'operated solely by said controller, except when said controller is in either" running position. I

14. In a reversible internal combustion engine, the combination with a reversing ":alve cam shaft; of a. reversing ignition mechanism; a spark lever; a controller for the devices'aforesaid; means whereby" said spark lever-is locked in aneutral inoperative position by said controller inthe rever ng by said controller to cause properly timed ignition (luring the movement 'of the'controller from stopped to running pos tion;

' running and means'whereby said lever is released from thecontroller when inrunning position. I

' 16, In a" reversible internal combustion engine; the-combination with a reversing valve cam 'shaft, a reversing auxiliary startthe controller is -ing device; and a spark lever, of a controller for operatingall the said parts; means for connecting said spark lever with the timing mechanism through oppositely acting cam-surfaces; 'and a switch operated by the controller for shifting the connection from one of said caim surfaces to the other.

1]. In a reversible internal combustion engine, 9 the combination with reversible valve cam mechanism; ofreversible ignition operating devlc'es; a reversible aux liar starting device; a' controller cooperating with all the said reversible devices to position the .same for operation in either direction; independent power and speedregulating devices; and means whereby said regulating'devices are operated solely by the controller; except when said controller is in -running'positi'on.'-

18. In aninternal'combustion' engine, the combination with reversingmechanism; of a controller j therefor having -stopped and positions; ignition mechanism adapted to be opera d bysaid controller during the movement thereof from stopped to running position; an aux liary starting device; and means for operating said auxiliary starting devlce by a movement of the controller'in the'same dlrectlon, beyond the running position.

. 19. In'an internal combustion engine, the combination with reversing mechanism; of a controller therefor; mechanically operated igniting devices; an ignition cam shaft to operatesaid devices; a regulating device adapted to move said cam-shaftlongitudinally; means whereby such longitudinal movement causes a rotary movement of the cam-shaft independent of its drividg mechanism; and means for connecting the controller to the regulating device while the reversing starting and stopping movements of the controller are being 'made.

20. In a controlling mechanism for interna-l combustion engines, the combination with a controller having stopped and running positions; of regulating devices which control the elements which vary the speedand power of the engine when the control- .ler is in running position; an auxiliary starting device; and means whereby all of the said regulating devices are automatically set to the desired posit-ion by the controller during the movement thereof between the stopped and running positions and said starting device between the'running and auxiliary starting positions, andreleased from the controller-when the latter is in running position.

21. In an internal combustion engine, the combination with a controller having stopped and running positions; of a spark lever; an ignition cam shaft operated y said spark lever, and adapted to produce a spark while the engine is standing still and means for connecting the said spark lever with the said controller, whereby said ignition mechanism is operated in response to the movement of the controller between said stopped and running positions.

22. In an internal combustion engine, the combination with ignition mechanism; of a lever to operate said ignition mechanism; an independent controller to operate said ignition mechanism in starting and stopping the engine, said controller having stopped and running positions; connecting mechanism between said controller and said lever, whereby said lever is operated by the controller during the movement thereof between the stopped and running positions and released therefrom when the controller is in the running position; and means operated in response to the reversing movement of the controller for shifting the connection between the lever and the part operated thereby, whereby the said lever may be moved in the same direction to advance the spark, regardless of the direction in which the engine is running.

23. In an internal combustion engine, the combination with reversing mechanism, ignition controlling mechanism and an auxiliary starting device, of a controller having six positions, two stopped, two running, and two auxiliary starting, the

positions last named being at the ends of the range of movement of the controller, and the running positions being between the stopped positions and the auxiliary starting positions; means whereby said controller operates the reversing mechanism during its movement between the stopped positions; means whereby said controller cooperates with the ignition controlling mechanism during its movement between stopped and running positions, and means whereby said controller again cooperates with the ignition controlling mechanism in its movement to the auxiliary starting position'.

24. In an internal combustion engine, the combination .with a spark lever and a throttle lever; of'a master controller having stopped and running positions; means for interlocking said master controller and said spark and throttle levers, whereby said spark and throttle levers are operated solely by said master controller in its movement between stopped and running positions, and released from said controller for independent operation; and connecting mechanism whereby the spark and throttle levers are caused to cooperate when under independent control, substantially as and for the purpose described.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

EDWARD P. ROBINSON.

WVitnesses:

JAs. J. MALONEY, M, E. CovENEY.

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